BMW S 1000 RR

OVERVIEW
After years of hype, BMW's S 1000 RR has finally reached Aussie showrooms – diving headlong into the shark-infested waters of the litre-class sportsbike world in the process.

In carving its own slice of the sportsbike pie it'll be taking on the established might of Japan Inc, and supersport weapons honed over many years. To woo punters in this highly-competitive niche, the S 1000 RR must not only hit the performance mark, it needs to offer its own unique edge too, and all at a realistic price point.

Fortunately, BMW does 'unique' well. It's blazed a trail with many a model in recent years, and it isn't afraid to march to its own beat. In the litre-class, in-line four-powered supersport market, the differentiation between models isn't huge, but the S 1000 RR has burst out of the blocks with a class-leading claimed power-to-weight ratio, and an electronics platform that would raise the eyebrow of your average fighter pilot.

Mark Fattore covered the model's Australian press launch of the S 1000 RR, held recently at Victoria's Phillip Island Grand Prix circuit. However, while the model was born to perform on the smooth confines of a track, the reality for most S 1000 RR owners will be Australia's highways and byways – and that's what this road-focused report is all about.

PRICE AND EQUIPMENT
At the heart of the S 1000 RR lies a 999cc, liquid-cooled, 16-valve, four-stroke, in-line four-cylinder engine, fed by electronic fuel injection and controlled by an 'E-gas' (or 'ride by wire') electronic throttle system. The engine's cylinders are canted forward some 32 degrees to help lower the bike's centre of gravity, and the entire engine weighs a claimed 59.8kg – BMW says this makes it the lightest inline four in the class.

However, the most impressive numbers here concern the model's power and torque output, and its weight. With a claimed 142kW at 13,000rpm and 112Nm at 9750rpm, and a claimed 183kg dry weight, we're talking about slightly over the hallowed one to one horsepower to kilo ratio.

All this performance is backed up by what is arguably the most sophisticated electronics ever seen in a production motorcycle, blending four levels of operation – 'rain', 'sport', 'race' and 'slick' – with increasingly less intervention from the bike's Race-ABS and DTC (Dynamic Traction Control) systems, while throttle response is correspondingly sharpened.

In rain mode the maximum power output is restricted to 150hp (110kW), while the other three modes offer the full 193hp (142kW) output. A banking angle sensor is in constant communications with the bike's electronic brain, telling the Race-ABS and DTC how it should intervene, or not, depending upon the selected mode of operation. There's a 'wheelie protection' feature too, which prevents wheelstands in all but slick mode. Should you prefer to dispense with any assistance, the Race-ABS and/or DTC can be switched off, and you can switch ride modes on the fly.

All that power is relayed to the rear wheel via a six-speed gearbox fitted with a quick-shift feature (provided as standard in Australia and NZ), which momentarily cuts ignition for smooth, clutch-less up-shifts. It's a slipper clutch, too, which takes care of any rear wheel hop under fierce deceleration.

The aluminium chassis consists of four welded sections, while the S 1000 RR's suspension package – comprising an inverted 46mm fork and a rear monoshock – is, naturally, fully adjustable. The adjustors are numbered for ease of use – smart – and all of them are easily accessed.

All-new instrumentation sees twin digital LCD displays combined with an analogue tacho. All the usual info is displayed, but the trip meter displays a 'range to empty' readout once the bike's 17.5lt tank has hit its 4lt reserve, and there's a lap timer for track days. A shift light sits just over the LCD displays.

A toolkit is provided underneath the pillion seat, as are four luggage loops and a helmet lock. A wide range of cosmetic upgrades and other factory options are also available.

Available in four different colour options (with the 'Motorsport' colour scheme adding an extra $765 to the bike's asking price), the S 1000 RR comes with a 24-month, unlimited-kilometre warranty, and is available for $21,900 plus ORC (base model), or $24,400 (with Race-ABS and DTC).

ON THE ROAD
A lengthy and on-going juggernaut of pre-launch hype can be something of a double-edged sword – it can increase the interest and excitement surrounding an impending new model, but if that model fails to stack up, the resulting 'thud' of that lead balloon reverberates for years. Think Titanic – or the Hindenburg…

Yet after years of model info titbits, here I was – sitting astride BMW's S 1000 RR. The international launch reviews were glowing, and I was desperate to be impressed, but I was also very aware that a finely-prepped launch bike, and that same model in the real world, can be two very different things. Had the S 1000 RR lived up to its promise? I had the best part of a week, and some great roads on Melbourne's outskirts, to help me find out.

In the flesh the S 1000 RR is simply gorgeous. BMW has been down the asymmetrical headlight path before, and here – once again – it works. Step a little closer and a multitude of lovely touches catch your eye: The precision machined top triple clamp, the numbered rebound and compression adjustors, the beefy alloy swingarm. From the smallest bracket to the largest bodywork panel, the S 1000 RR exudes quality and supreme attention to detail.

Turn the ignition on and the stylish instrumentation springs into life, as LCD displays prime themselves and an array of warning lights briefly wink on. The fuel injection system readies itself, and then – as you thumb the starter – the engine bellows into life with a distinct rasp, with a note unlike any other in-line four I've sampled.

With minimal revs to get rolling, the S 1000 RR lunges forward with impressive bottom-end pickup for an engine format renowned for its storming stratosphere. With a brand new set of Metzeler Racetec K3 tyres and light shower passing overhead, I went straight for 'rain' mode – and I was thankful for the helping electronic hand.

With its power and torque cut, the bike was eminently manageable in decidedly slippery conditions, with the DTC playing a large role. I could now nail the throttle from a standing start and sprint off at a rapid old pace – certainly a faster pace than I'd normally be comfortable with in greasy conditions.

As the rain moved away and things dried out I was able to play with all the various settings, and while I could devote thousands of words to the ride mode feature in itself, suffice it to say this is incredibly clever stuff – not just on paper, but in the real world, too. There's a mode for every occasion, although for the bulk of road riding I'd be content to select 'sport' mode, which still harnesses full power but with a fairly broad electronic safety net, leaving 'race' and 'slick' for the track.

Around town the bike was a delight, at least as far as sportsbikes go. The ride position is racy but par for the course – you'll be hurting on longer day rides, but at least when you're out on the highway you can rest your sternum on the tank, with your elbows on your upper thighs. The seat height is pretty standard – 820mm – but it's fairly thin through the middle so it's easier to reach terra firma, and while legroom is limited your legs wrap around the tank in a comfortable manner.

It's slim and light so lane-splitting is a breeze, and even the mirrors do a reasonable job, offering a decent view to the rear. However, from the moment I picked the bike up, I only wanted to do one thing – escape the city and head for the hills. Making a beeline straight for the township of Kinglake, to Melbourne's northeast, I quickly devoured the sinuous road that heads to St Andrews. Twice.

This is tight going, with enough bumps to give you a full appreciation of a bike's chassis and suspension set-up, and with enough sharp corners to reveal any flaws in fuel injection and throttle response. With the S 1000 RR, however, I was drawing a blank – the bike simply lapped it up, rider errors and all, as if to say, "C'mon mate – is that all you've got?"

You can flick this machine on its ear with the barest nudge of a clip-on, and it'll dissect a winding road with the precision of a cosmetic surgeon (Nicole Kidman's – not the late Michael Jackson's). With the full power and torque of its engine off the leash, the acceleration in the first four gears is simply breathtaking; the horizon hurtles towards you in a truly ferocious manner while your eyes attempt to make sense of all the speed-induced madness that descends.

The bikes catches the thrill of the chase from around 7000rpm, while from 10,000rpm you streak towards a date with the blinking shift light – then you hook the next cog in rapid order (care of the quick shifter) and do it all over again. This is all to the aural backdrop of a howling, spine-chilling engine note... it's sensory overload on two wheels!

I never fiddled with the suspension settings – I didn't need to. I found the suspension package to be as good as perfect for my 90kg bulk, absorbing the worst of some pretty average back roads, without the bike even beginning to look like it was getting out of shape. The slipper clutch kept the rear end composed while charging down the next turn, while the Brembo brakes, which emit an angry hiss when applied in anger, couldn't be faulted.

The Race-ABS system is incredibly refined and, miraculously, weighs just 2.5kg (Honda's system weighs over 10kg). As far as I'm concerned, the benefits of ABS on a road-going motorcycle are clear. Throw in the added safety of DTC, and I reckon you'd be mad to buy the standard model – spend the extra $2500, and take advantage of the best rider assist systems going.

The instrumentation conveys a wealth of information at a glance. The 'range to empty' display, which automatically pops up when you hit reserve, is also a handy feature. In my care the bike returned an average fuel economy of 15.2km/lt around town and 13.6km/lt up in the hills. That means you'll be fuelling up around the 200km mark when you're going for it, and that's not always going to be ideal in a country as vast as Australia.

Still, it's not totally outlandish in sportsbike terms, and most will feel it's a small price to pay for this level of pure hedonism on wheels.

As for other downsides, there's not much to speak of. It's a physically small machine, and over six footers won't be as comfy as those under – certainly, at 6ft 2in (188cm), I found it difficult to hunker down behind the screen to escape the wind's blast. A taller screen, worth around $290, is available as a factory option.

As a road bike, the S 1000 RR is nothing short of superb. Great safety features like Race-ABS and DTC only further its appeal, and its quality of finish and sheer performance easily live up to the pre-launch hype.

Yes, at $24,400 (plus ORC) for the 'bells and whistles' version, this is no small outlay, but I defy you to take one for a spin and tell me you can't see the value. Believe the hype, ladies and gentlemen – this is something special...

SPECS: BMW S 1000 RR

ENGINE
Type: 999cc, liquid-cooled, 16-valve, DOHC, four-stroke, in-line four-cylinder
Bore x stroke: 112mm x 90.5mm
Compression ratio: 13:1
Fuel system: Electronic fuel injection

TRANSMISSION
Type: Six-speed
Final drive: Chain

DIMENSIONS AND CAPACITIES
Dry weight: 183kg
Seat height: 820mm
Wheelbase: 1432mm
Fuel capacity: 17.5lt

PERFORMANCE
Max. power: 193hp (142kW) at 13,000rpm
Max. torque: 112Nm at 9750rpm

OTHER STUFF
Price: $24,400 (manufacturer's price before dealer and statutory costs)
Colours: Green, grey, silver or Motorsport
Bike supplied by: BMW Motorrad Australia, tel: (03) 9264 4000
Warranty: 24 months, unlimited kilometres